Escolar Documentos
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1 8 Chassis
The chassis of a motor vehicle includes:
Wheel suspension
Steering
Suspension
Brakes
Wheels and tyres
They are responsible for the dynamics of vehicular
operation and for the road safety of the vehicle.
Transversal axis
FB
FS
Height
Roll axis. This is formed by connecting the roll centres of front axle WF and rear axle WR (Fig. 3). It usually slopes down towards the front of the vehicle, since
the roll centre is lower at the front wheel suspensions
than at the rear.
The closer the centre of gravity S lies to the roll axis,
the less the vehicle tilts when cornering.
FA
FB
FN
FB
FS
FA
FN
FB
Longitudinal axis
FN
FS
FB
FA
FS
FN
FS
FN
Braking force
Motive force
Lateral force
Vertical force
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WR
WF
Driving axis
Wheel
offset
Geometrical driving axis. This is formed by the position of the rear wheels and is the bisector of the toein angle of the rear wheels (Fig. 4).
The wheel offset is the angle by which the two rear
wheels are offset against each other towards the
front (+) or towards the rear () for example (Fig. 4).
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Wheel-slip angle. If a vehicle is hit by a lateral interference factor while it is in motion (e.g. wind
force, centrifugal force), lateral forces FS act in the
tyre contact patches of all four tyres. If the steering
is corrected, the direction of travel of the wheels
changes, they run at an angle to the original direction of travel by an angle of (Fig. 1).
Wheel-slip angle is the angle between the
wheel plane and the actual direction of wheel
motion.
Direction of
wheel motion
Wheel
plane
Direction
of travel
Centre
of gravity
Vehicles with
front wheel drive tend to understeer
rear engines and rear-wheel drive tend to oversteer
all-wheel drive tends towards neutral drivability
The aim is for neutral or slightly understeered drivability (with the exception of sports vehicles).
Wheel-slip
angle
F > R
Wheel
angle
R > F
F
Vehicle
longitudinal
axis
F
R
FS
FS
To centre
of curve/bend
Attitude angle
Self-steering effect
To assess drivability, standard driving manoeuvres
are performed, e.g. steady-state turn, and the selfsteering effect of a motor vehicle is determined.
Up to the cornering limit speed, the adhesion between tyres and road surface is adequate for establishing the lateral forces required.
If the corner is taken at a higher speed, lateral slip
occurs at the front or rear wheels or at all wheels.
A distinction is drawn between:
Understeer (Fig. 2). Wheel-slip angles F of the
front wheels are greater than those of the rear
wheels R. The vehicle wants to steer a larger radius of bend than that corresponding to the lock
on the front wheels and drifts outwards over the
front wheels.
Fig. 2: Understeer
Fig. 3: Oversteer
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18 Chassis
The main steering components in the motor vehicle are (Fig. 1):
Steering wheel
Steering spindle
Steering gear
Tie rod
Tie-rod arm
Steering wheel
Tie-rod arm
Tie rod
Steering
spindle
Tie-rod end
Tie rod
Steering gear
Functions:
Turning (swivelling) the front wheels.
Enabling different steering angles.
Strengthening (gearing up) the torque generated manually at the steering wheel.
Steering
knuckle
Designs:
Swinging beam steering Ackermann steering
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Steering axle
Steering axle
Standing area
Wheelbase
Steering trapezoid
This is formed by the tie rod, the two tie-rod arms
and the line through the two steering axles (Fig. 4)
when the front wheels are set to the straight-ahead
position.
The steering trapezoid allows the front wheels
to turn at different angles, the inside wheel being turned further than the outside wheel.
Steering
trapezoid
Steering axle
Tie-rod arm
Tie rod
Steering knuckle
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Toe-in
Functions:
Transfer of the steering movement produced by
the steering gear to the front wheels.
Guidance of the wheels in a particular toe-in angle.
Main components
Tie rod(s), tie-rod joint, tie-rod arm, possibly intermediate lever and steering rod.
Rigid front axle. Recirculating-ball steering gear is
usually used as the steering gear on commercial
vehicles. The movement is transferred by the steering-gear pitman arm via the steering rod to the intermediate lever and track arm (tie-rod arm). The
latter is connected to the one-piece tie rod and the
track arm of the other side of the axle by a tie-rod
linkage (Fig. 1).
The toe is the difference in length l2 l1 between the front of the two wheels and the rear
of the two wheels when set straight ahead.
The toe-in is measured at the hub height from rim
flange to rim flange and may be given as the toe-in
angle (for both wheels) either in millimetres or in
degrees ().
A distinction is drawn between:
Toe-in
Zero toe
Toe-out
Toe-in (l2 l1) > 0 (Fig. 4)
This is used with rear-wheel drive and positive
kingpin offset. The wheels are pivoted outwards by
the rolling resistance at the front.
Zero toe (l2 l1) = 0
Recirculating-ball
steering gear
Pitman arm
Steering rod
e
2
Reversing lever
e
2
e
2
e
2
l1
l1
l2
l2
Tie-rod arm
Tie rod
Fig. 5: Toe-out
EUROPE
Toe-difference angle
Fig. 2: Wheelbase
Track width
The track width is the distance between the
wheels on one axle, from the centre of one tyre
to the centre of the other, measured when
straight (Fig. 3).
Wheelbase times track width gives the wheel contact area.
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18 Chassis
To optimise a vehicle's handling characteristics in
respect of the self-steering effect, straight-running
stability, directional stability and of the tendency
of the wheels to wobble, the various wheel settings, such as camber, kingpin inclination, kingpin
offset, castor and toe-in, are co-ordinated. The aim
of this is the least possible tyre wear.
Camber
Camber is the angle of the wheel plane in relation to a vertical line at the wheel contact point
at right angles to the vehicle longitudinal axis
(Fig. 1).
Camber angle is given in degrees and minutes. A
distinction can be made between:
Positive camber
Negative camber
Positive camber. The wheel plane tilts outward at
the top. Positive camber produces a cone effect.
The wheel thereby tends to turn (pivot) outward.
The greater the positive camber, the lower the lateral force when cornering.
Negative camber. The wheel plane is tilted inward
at the top. The cone effect causes the wheel to tend
to turn inwards.
Negative camber improves the lateral guidance
when cornering, however it produces increased
tyre wear on the inside of the tread.
Most vehicles have a camber of 60 to + 30 at the
steered front wheels when the wheels are in the
straight-ahead position. Deviations of 30 are permitted.
Generally, a negative camber of 30 to 2 is used
at the rear wheels.
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Positive
Negative
d
g
Steering
axis
Steering
axis
R0
Kingpin offset
The kingpin offset R0 is the lever arm on which
the frictional forces which occur between the
tyres and the road act (Fig. 3). It is measured
between the centre of the tyre contact patch
and the intersection of the extended steering
axis with the road surface.
The kingpin inclination and camber together influence the kingpin offset. A distinction can be made
between:
Positive kingpin offset
Zero kingpin offset
Negative kingpin offset
Positive kingpin offset (Fig. 3)
Kingpin inclination
The kingpin inclination is the angle of the steering axis or kingpin at right angles to the vehicle
longitudinal axis in relation to the vertical from
the road surface (Fig. 2).
The steering axis runs through the upper and lower wheel suspension points, for example.
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Castor
Steering
axis
Castor is the result of the steering axis or kingpin being angled along the vehicle longitudinal
axis so that it is not perpendicular to the road
surface (Fig. 4).
Negative
castor angle
rearward rake
Steering
axis
Negative
R0 < 0
R0 = 0
Zero
0
Countersteer moment
R0
MWheel
One-sided
braking force
Pivot
Negative
kingpin offset
Positive
castor angle
Steering point
Steering axis
Direction
of travel
Castor offset
Steering
point
(+) na
na () in mm
Fig. 4: Castor
Castor is usually expressed as an angle in degrees and minutes. Castor may also be given as a
distance na in mm.
Positive castor. The wheel contact point is behind the steering axis intersection with the road
surface.
The wheels are pulled by positive castor. This is
used with rear-wheel drive and helps to stabilise
the steered wheels.
If the castor angle is positive, the wheel on the inside of a bend is lowered and the wheel on the
outside of a bend is raised when the wheels are
turned. This gives a steering aligning torque after
cornering. A negative camber is also produced on
the wheel on the outside of a bend.
Negative castor. The wheel contact point is in
front of the steering axis intersection with the
road surface.
On vehicles with front-wheel drive, zero castor or
small negative castor can be used. This causes a
reduction in the return forces and prevents the
wheels from being turned back to the straightahead position too quickly after cornering.
Castor, kingpin inclination and kingpin offset
jointly influence the return forces on the turned
wheels. They have a stabilising effect on the
steering.
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Display screen
Single wheel toe,
front axle
Computer
+003
Keyboard
Remote control
Printer
Measurement process
Position the vehicle on a horizontal surface, e.g.
a measuring platform.
Check the tyre wear profile, tyre and rim size,
tyre pressure, condition of the tie-rod joints,
wheel bearings and steering pins.
Pickup
Pickup
Position the front wheels on rotating underplates, the rear wheels on sliding underplates.
Compress the vehicle springs.
Rotating
underplate
Axis of symmetry
Rotating
underplate
Geometrical
driving axes
Pickup
Pickup
18
5
7
Sliding underplate
REVIEW QUESTIONS
1 What functions does the steering have?
2 Describe the trajectory of the front wheels on a vehicle with Ackermann steering when cornering.
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Rubber bellows
Pinion
Connection,
steering spindle
Tie rod
Rack
Thrust member
P1
Outer range
indirect
d2
Functions:
Conversion of the rotary motion of the steering
wheel into displacement of the rack and/or moving the pitman arm.
Amplification (gearing up) of the torque generated by hand at the steering wheel.
d1
P2
Middle range
direct
Outer range
indirect
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Axial groove
Inlet slot
Rotary slide
Torsion bar
Return flow
Control
bushing
Port
Supply
Pin
Control bushing
Torsion bar
Radial grooves
Rotary slide
Drive pinion
Working plunger
Working cylinder
Pin
Rack
Fig. 1: Hydraulic rack-and-pinion steering with rotary slide valve steering right
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Oil reservoir
Pressure-oil
pump
Speedometer
+
ECU
--
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Steering right at low speed.
If the steering spindle is turned clockwise, right
valve plunger (6) is pushed down by the torsion
bar and the lever fitted to it. The pressure oil flows
into ram chamber (12), acts on the working
plunger, thereby assisting the steering force.
At the same time, the oil flows through open nonreturn valve (8) into chambers (4) and (5).
Steering right at high speed. The solenoid valve is
fully open. The pressure oil flows from ram chamber (12) via open non-return valve (8), throttle (10)
and the open solenoid valve to the return flow.
As a result of the oil flowing in through non-return
valve (8) and the throttle effect of throttle (10), the
pressure in chamber (4) is greater than in chamber
(5). This pushes the lever of plunger (6) upwards
and produces a reaction torque on the torsion bar
and steering spindle.
The steering power assistance thus decreases, the
driver must apply more steering force to the steering wheel, the steering is more direct.
Torsion bar
Torque sensor
Worm-gear
pair
Speedometer
Electric
motor
Rack
Pinion
ECU
Torque sensor
Pressure oil
Lever
Speedometer
4
km/h
11
Plunger
rod
Working
plunger
10
Solenoid
12
valve
ECU
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Rigid axles
Rear-axle tube
Body mounting
18
Final drive
Transverse strut
Transverse strut
Stub
axle
Panhard rod
Leaf spring
Front axle
Fork
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Semi-rigid axles
On semi-rigid axles, the wheels are fixed rigidly
to each other by axle supports. The wheels can
move independently of each other to a certain
extent due to the elasticity of the axle supports.
On vehicles with front-wheel drive, the use of semirigid axles is preferred, the rear axle can be of simple
design so that the unsprung masses remain light.
A semi-rigid axle acts like a rigid axle if both
wheels are compressed at the same time and
like independent wheel suspension if compressed at different times.
Torsion-beam axle. The rear wheels are suspended
from the trailing arms, which are welded to a
cross-member made of spring steel (Fig. 1). The
cross-member itself is screwed on to the body
with rubber-metal bearings. If both wheels compress to the same extent, e.g. under load, the
whole axle housing is pivoted evenly in the rubber-metal bearings. If only one wheel spring is
compressed, the cross-member becomes twisted
in itself and acts like an anti-roll bar. Only small toe
and camber changes occur.
Anti-roll bar
Trailing arm
Bearing block
Cross-member
Independent suspension
Wheel suspension with suspension strut and control arm (McPherson axle). The McPherson axle
(Fig. 3) developed from the double wishbone axle.
The upper control arm was replaced by a vibration-damper pipe, to which a steering knuckle is attached. The plunger rod of the damper is secured
to the vehicle body in an elastic rubber bearing.
There is a helical spring between this attachment
point and the spring seat on the damper pipe. Due
to the large braking, acceleration and lateral
forces, the plunger rod and plunger rod guide are
Anti-roll bar
Control arm
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18 Chassis
of a particularly sturdy design. The rubber bearing
must absorb large axial forces and allow large angles of twist at the steering axles. The wheel housing is strengthened at the upper attachment point.
Wheel suspension on trailing arms. This is particularly suitable for vehicles with front-wheel drive,
since the boot floor between the rear wheels can
be lower. If the suspension rotational axis is lying
horizontal, the track width, toe-in and camber do
not change during compression and rebound.
Subframe (Fig. 1). To keep noises and vibrations
away from the body more adequately, suspension
arms are not attached directly to the body, but are
attached to a subframe. This consists of 2 retainer
arms which are connected to a horizontal tube. It is
bolted to the body at 4 rubber bearings, with the
front rubber bearings designed as hydro mounts.
The two trailing arms are attached to the subframe
by taper roller bearings. To minimise toe changes
caused by the lateral forces created during cornering, the trailing arm has a tension bolt. These two
together form a four-bar linkage.
Subframe
Semi-trailing arm
Anti-roll bar
Hydro mount
Four-bar linkage
Tension bolt
Trailing arm
Tension bolt
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Wheel suspension on semi-trailing arms. Semitrailing link axles (Fig. 2 and Fig. 3) consist of two
wishbones, on which the rotational axis of the two
mounting bearings runs diagonally to the transversal axis of the vehicle ( = 10 to 20) and horizontally or slightly tilted towards the centre of the
vehicle ().
Top view
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Elastic steering faults. Fig. 1 shows the steering
angle created by the motive force. While the rear
rod control arm is tensioned and elongates slightly
due to the elastic suspension, the front rod control
arm is placed under pressure, leading to a slight
contraction. The wheel is turned out of the direction of travel.
Direction of travel
Front rod
control arm
Steering
angle
Compression
a
a = Movement in
resilient bearing
a
Tension
Motive
force
a
Resilient
bearing
The intersection point of the suspension-arm centre line lies outside the wheel midplane, so that the
wheel, for example by the action of motive forces,
steers exactly as far outwards (M2) as is steered inwards by the elastic fault (M1).
Kinematics of the multilink rear suspension. The
critical factors for drivability are primarily the toe-in
and camber changes, since the self-steering effect
of the vehicle is determined by these. If there are
changes in the toe angle, a lateral force is created
which disrupts the straight-running stability. In
Fig. 3 it is possible to see that the toe-angle change
during compression or rebound is almost zero.
Camber changes in the middle zone of the corner
(straight-ahead travel) should be as small as possible, in order not to create large lateral forces. A
negative camber arises from compression during
cornering, which improves lateral guidance.
Rear rod
control arm
80
mm
60
40
M1
M2
Wheel axis
20
0.8 0.6 0.4 0.2
20
Toe-out
40
60
Toe-angle
change
80
mm
60
Compression
40
20
4
Toe-in
Rebound
20
Camber
change
Positive
2 () 4
40
Negative 60
80
80
REVIEW QUESTIONS
1 What are the advantages and disadvantages of
rigid axles?
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18.8 Suspension
18.8.1 Function of the suspension
Due to the unevenness of a road surface, the
wheels of a vehicle must perform movements up
and down in addition to their rotational motion.
When the vehicle is being driven fast, these movements occur within a very short space of time,
generating accelerations and decelerations perpendicular to the road surface which are a multiple
of acceleration due to gravity. This causes significant, impulsive forces to act on the vehicle, which
are greater if the inertia is greater.
The suspension works together with the damping to absorb jolts from the road and to convert
them into vibrations.
Suspension and damping are decisive for
driving smoothness. The vibration of the body
moderates the uncomfortable impacts which
could cause injury to the occupants and fragile
loads are protected.
driving safety. If the road surface is very uneven, contact with the surface may be lost; if
wheels are up in the air, they cannot transmit
any forces, e.g. motive forces, braking forces.
cornering ability. When the vehicle is cornering
at high speeds, the low wheel grip on the
wheels on the inside of a bend causes a reduction in the lateral force. To prevent the vehicle
sliding out of a bend, the suspension must have
shock absorbers and an anti-roll bar to ensure
constant grip of the wheels.
The springs are fitted between the wheel suspension and the body. The action of the springs is supported by the tyres. An additional suspension,
which is only of benefit to the occupants, however,
is the seat suspension (Fig. 1).
Vertical axis
Motive force
udin
al
axis
is
Transversal ax
Drifting
Jerkin
Pitching
Lateral force
Tilting
Rolling
Braking force
Wobbling
Skidding
Yawing
Lifting
Lowering
Vibrations
If the wheel of a motor vehicle travels over an obstacle, both the body and the wheel start to vibrate. The upwards movement of the wheel causes
the helical spring to be compressed, the spring
force accelerates the body upwards. The spring
force generated when the spring expands slows
the body down again, the upper reversing point is
reached. The body is accelerated downwards by
the weight, beyond the rest position. The spring is
compressed (tightened), the resulting spring force
slows the movement of the body down to the lower reversing point.
The travel from the upper to the lower reversing point of a vibration is known as the amplitude of oscillation.
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Amplitude of oscillation
0
Time
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18 Chassis
Resonance. The vibration is pitched if the body is
jolted at the frequency of natural oscillation, e.g.
when driving over rough roads, where the obstacles are equal distances apart one after the other
(Fig. 1).
2,500
N
2,000
F 1,500
1,000
Amplitude of
oscillation
500
0
0
0.05
0.10
0.15 m 0.20
s
500
F
=2
5,0
0
Ha
rd
c
F 1,500
1,000
0N
/m
2,500
N
2,000
0
0
c
Soft
0.05
00
= 7,5
N/m
0.10
0.15 m 0.20
s
Sprung mass
Unsprung mass
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The barrel-shaped miniblock spring has the advantage over the cylindrical helical spring that the
spring coils cannot touch when the spring is compressed while the vehicle is in motion because
each coil lies inside the larger ones forming a spiral (Fig. 2). This means that the spring can be
shorter without sacrificing a long spring range for
a high load-carrying capacity. The miniblock spring
incorporates all the options for a progressive
spring.
The spring effect is caused by the elastic deformation of spring steel (e.g. chrome-vanadium spring
steel) up to the limit of elasticity. The spring characteristic is linear, but the design of the spring can
cause it to be progressive.
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Leaf springs
These have a minor role in passenger cars. However, in heavy vehicles, they are the most commonly used type of spring (see Chapter Commercial vehicle technology).
Helical springs
These are primarily used as compression springs
in passenger cars.
Advantages: Low weight, low space requirements
Disadvantages: Almost no damping, no transmission of wheel forces (longitudinal
and transverse forces).
Helical springs usually have a linear spring characteristic. Soft helical springs differ from hard helical
springs in that they have a:
Smaller wire diameter
Larger spring internal diameter
More loosely wound coil
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Torsion-bar spring
A torsion-bar spring is a rod made of spring steel
(Fig. 1) which is caused to twist by a lever on which
the wheel is mounted.
Torsion bar
This counteracts the excessive rolling action (leaning to one side) of the body when the vehicle is
cornering. The anti-roll bar has no effect if both
wheels are compressed at the same time.
Frame
Spring strut
(lever)
Shockabsorber
strut
Helical spring
Natural rubber
Working
chamber
Bearing spring
a
Support tube
Perforated plate
Compensating
chamber
Hydraulically damped elastomer mountings (hydro mount, Fig. 4) are used instead of simple rubber springs to prevent vibrations of various frequencies from being transferred from the engine
to the body. These consist of an elastic bearing
spring made from natural rubber, which forms the
mechanical connection between the engine and
the body, and a hydraulic section, which consists
of a working chamber and a compensating chamber and which is filled with hydraulic fluid. A perforated plate between the two chambers impedes
the flow of fluid into the compensating chamber
and damps any vibrations that have been transferred here (see also Chapter Mechanical Engine
Components and Engine suspension).
The centre section of the anti-roll bar is able to rotate in its mounting on the body and the two links
are attached to the wheel suspension, e.g. control
arms, via rubber elements.
When a wheel is lifted (compression), the twisting
action of the anti-roll bar also raises the other
wheel and lowers it when the wheel is lowered.
Air spring
These are the most commonly used, but they require a pressure generating system and are therefore primarily used in buses and commercial vehicles which already have one of these for the brakes
(see Chapter Commercial vehicle technology).
The air spring has a progressive characteristic and
has the advantage that the travel of the spring can
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18 Chassis
be adjusted to the load by altering the air pressure.
The height of the load area or entrance can also be
set or maintained using level control.
On passenger cars, the body can be raised and
lowered according to the speed of the vehicle. The
angle of the body when cornering can be considerably reduced by control interventions.
To prevent pressure loss, the enclosed volume of
air is sealed in fixed rubber bellows. This may be
roll bellows or a gaiter seal (Fig. 1).
Gas
Diaphragm
Diaphragm
Pressureoil port
Oil
chamber
Oil
Valves Cylinder
Plunger
rod
Plunger
Trailing arm
Cross-member
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Hydro-pneumatic spring
In principle, a hydro-pneumatic spring (Fig. 3) is a
gas-filled spring combined with a working cylinder. It has the effect of both suspension and a
shock absorber. A constant volume of gas (usually
nitrogen) in a spring ball is compressed to a
greater or lesser extent by pumping in or releasing
hydraulic fluid. The gas and fluid are separated by
a diaphragm. Gas and fluid are pressurised equally. The pressure is generated by a high-pressure
pump and is approximately 180 bar.
Depending on the space available, the spring ball
may be on the side next to the working cylinder or
it may be completely separate from it.
Ride-height controller
G
Pressureoil supply
Unloaded
Trailing
arm
Loaded
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Hydractive chassis
Structure. Additional components connect the hydropneumatic suspension system to a chassis which is
able to ...
reduce the lateral roll of the body when cornering.
counteract diving of the front of the vehicle under braking and squatting of the rear of the vehicle under acceleration.
change the ride comfort between soft and hard,
regardless of whether comfort or sports tuning
is selected.
The following additional components are required
(Fig. 1):
2 anti-roll bars, each with 2 spring cylinders, for the
front and rear axles
A centre spring ball with hardness controller for
both the front and rear axle
Hydraulic block
Height sensors for the front and rear axle
Steering angle, accelerator-pedal and brake-pedal
sensors
Problematic driving situations can occur when the vehicle corners or swerves suddenly. The angle of the body
means that the load on the wheels on the inside of the
bend is reduced so that smaller forces are transferred to
the road surface. This can result in the vehicle breaking
away at the rear or rolling. The cornering speed and the
distance of the rolling axis from the vehicle's centre of
gravity determine the lateral roll of the body.
The angle can be reduced by fitting anti-roll bars. If
the wheels are compressed to a differing extent, the
anti-roll bars are twisted, they act as additional torsion-bar springs and the suspension becomes generally harder and more uncomfortable.
Structure. On a hydractive chassis, the front spring
cylinders are mounted vertically and attached to the
anti-roll bar via coupling rods, the rear spring cylinders are mounted horizontally. Depending on the hydraulic pressure supplied in the spring cylinders, additional forces may act on the anti-roll bar and cause
the spring action to be too hard.
There is a third spring ball and a height sensor between the spring cylinders on each axle. Spring
movements cause the anti-roll bar to twist, which the
height sensor reports to the ECU as a change of body
attitude.
All the spring cylinders and spring balls are interconnected via the hydraulic block.
Hydraulic block. This consists of the hydraulic pump
with electric motor, 4 solenoid valves and the ECU.
The spring balls are supplied with hydraulic fluid by
the hydraulic pump. The operating pressure of the
system is between 80 bar and 140 bar. Two solenoid
valves on both the front and rear axle control the
supply and return flow of the hydraulic fluid. This
means that the front end of the vehicle can be raised
or lowered independently of the rear end and vice
versa.
Operating principle of the hydractive chassis. By
selecting the Comfort or Sport drive program,
the driver can choose between a soft or hard suspension setting.
Steering-angle sensor
18
Front ride-height
sensor
Accelerator-pedal and
brake-pedal sensors
Front centre spring ball with hardness controller
Hydraulic lines
Electric cables
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18 Chassis
Depending on the driving conditions and driving
style (e.g. rapid cornering), the ECU may also make
the suspension hard in the Comfort drive program.
Comfort drive program. The three spring balls
on each axle are interconnected. When the suspension is compressed, the spring-cylinder plunger
rod moves in and pushes out the hydraulic oil,
which can flow into the spring balls, press against
the diaphragms and compress the nitrogen cushion. The 3rd spring ball provides an additional gas
cushion which allows a softer spring action (Fig. 1).
Spring
ball
Spring ball
To left
spring
cylinder
Supply reservoir
Return
flow
Supply from
hydraulic
block
Valve
spool
Solenoid
valve
Return flow
Electrics
Hydraulic block
18
To right
spring
cylinder
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18 Chassis
Working chamber
Outer tube
Inner tube
Gas cushion
Compensating chamber
Plate valves
Plunger
Working plunger
Base valve
Oil chamber
Cylinder
Separating plunger
Compensating chamber
Gas cushion
Base valve
18
436
18 Chassis
Twin-tube gas-pressure shock absorber with
variable damping
In the past, it was practically impossible to adjust a
shock absorber to the different load conditions of a
vehicle. Vehicles with heavy loads (e.g. heavy
goods vehicles with trailers) require strong damping, but this results in unpleasant shaking and
bouncing when the vehicle is unladen and driven
on rough roads.
closed curves. The damping force increases because plunger speed in the damper increases if the
crankshaft drive is rotating at a constant speed.
Damping
force
Rebound
Heavy load. The working plunger moves underneath the area with the grooves where there is no
additional throughflow cross-section. There are
maximum damping forces.
The number and length of the grooves, as well as
their height offset, allow the damping forces to be
adjusted not only to the load, but also to all the
suspension systems used.
Gas cushion
Groove
(bypass)
Reduced damping,
partial load
Closed
18
Strong damping,
full load
3,000
2,000
One or more grooves in the cylinder wall of a twintube gas-pressure shock absorber (Fig. 1) can provide the desired variable damping characteristics.
Light load. The working plunger moves in the area
between the two grooves. The oil can flow through
both the plunger valves and the grooves. This additional bypass reduces the damping force, thereby increasing comfort.
4,000
N
20
10
10 mm 20
Plunger
travel
1,000
Compression
Fitting valves with various throughflow cross-sections in the plunger results in varying damping
forces in the rebound and compression stages. The
ratio of the damping forces in the compression
stage to those in the rebound stage is between 2
and 5.
Vibration damper fitted. All the dampers on one
axle are tested on a shock tester at the same time.
The wheels rest on a plate and are each caused to
vibrate by an electric motor via an eccentric element and a compression spring. Once the motor is
switched off, the vibration is allowed to continue
through its entire frequency range until it comes to
a standstill and a measuring instrument records
this on a disc (Fig. 3).
The greatest amplitude is displayed at the resonance point. This indicates the damping capabilities of the damper concerned. If the measured resonance amplitude is greater than or equal to the
limit value given, the damper is faulty. A disc
graph can be used to show the damper vibrations
on one side of the vehicle.
Limit value
Actual value
42 MM
49 MM
42 MM
35 MM
49 m
35 m
Rear
No
Yes REPLACEMENT
No
Yes
Front
437
18 Chassis
Sensor cable,
induction signal
Suspension strut
The combination of a vibration damper in a reinforced construction with a spring, usually a
helical spring, is known as a suspension strut.
Suspension struts can also be used as wheel suspension if they have an additional steering knuckle
(Fig. 1). Vibration-damper cartridges are used so
that the entire suspension strut does not have to
be replaced if the vibration damper is faulty. If
there is a reduction in damping forces, the cartridge can be changed by opening a threaded connection at the top of the container tube.
Air line
Air bell
Sensor coil
Roll bellows
Gas-pressure
vibration damper
Vehicle loaded
Vehicle unloaded
Helical
spring
Vibration
damper
Threaded
connection
Vibration-damper
cartridge
Steering
knuckle
Control arm
Connection for
high-pressure
oil pump
Oil
Body
Suspension
strut
Wheel suspension
18
438
18 Chassis
Active Body Control (ABC) is an electro-hydraulic active chassis system which, in addition to its suspension and damping functions, enables automatic level control while the vehicle is in motion. This maintains the vehicle body at practically the same level at the front and
rear axles when the vehicle brakes, accelerates, drives over uneven
road surfaces and bends.
Structure
Each wheel is mounted to a suspension strut consisting of a vibration
damper and a helical spring.
The plunger is a dynamically adjustable hydraulic cylinder which is able
to generate forces which counteract wheel or body movements. To do
this, the plunger moves the base of the helical spring and changes the
tension. This reduces body movements in the direction of the 3 vehicle
axles.
Pulsation
damper (52a)
Valve unit,
pressure supply (52)
Rear bleed
screw (57)
Helical
spring
Vibration
damper
Pressure accumulator,
rear axle (4)
Radial-piston
pump (1)
Valve unit ABC,
front axle (Y36/1)
18
Pressure
accumulator,
return (53)
Rear bleed
screw (57)
Suction line
Operating pressure
Control pressure
Return line
1
2
2a
9
4
14
40
41
52
52a
52b
Radial-piston pump
Oil reservoir
Oil filter
Oil cooler
Pressure accumulator, rear axle
Pressure accumulator, front axle
Front suspension strut
Rear suspension strut
Valve unit, pressure supply
Pulsation damper
Pressure-limiting valve
53
56
57
F1
F2
N51/2
N10/6
B4/5
B22/1
B22/4
B22/5
B22/6
B22/7
B22/8
B22/9
B22/10
B40/1
B24/12
B24/14
B24/3
B24/4
B24/6
Y36/1
y1
y2
y3
y4
y36/2
y1
y2
y3
y4
y86/1
Lateral-acceleration sensor
Longitudinal-acceleration sensor
Body acceleration sensor, front left
Body acceleration sensor, front right
Body acceleration sensor, rear
Valve unit ABC, front axle
Suspension strut control valve, front left
Suspension strut check valve, front left
Suspension strut control valve, front right
Suspension strut check valve, front right
Valve unit ABC, rear axle
Suspension strut control valve, rear left
Suspension strut check valve, rear left
Suspension strut control valve, rear right
Suspension strut check valve, rear right
ABC vacuum valve
439
18 Chassis
40
41
B22/5
B22/6
52
Y36/1
56
2
14
53
B4/5
y3
y1
52a
y1
y3
y4
2a
9
Y36/2
57
52b
y4
B40/1
y2
Y86/1
y2
56
57
a
b
B22/4
B22/1
c
d
40
41
30
15
F1 F2
48
46
B4/5
B22/5 B22/9 B22/4 B22/8 B24/4 B24/3 B40/1 B24/6 B24/12 B24/14 B22/1 B22/7 B22/6 B22/10
36 38 10 42 41 19 20 44 40
8
37 16 15
30 18 17 34
39
21
23
29 7
31 1
25 3
26
N51/2
ECU plug 2
27
35 11
29
10
12
27
23
25
17
18
14 20 21
4
2
5
3
6
16
19
ECU plug 1
26 11 24
9 30 15 28 13
CAN
SAM
N10/6
Plug 3
1
CAN C
y2
y4
y1
y3
Y36/1
y86/1
y2
y4
y1
Y36/2
y3
Diagnosis
31
18
Fig. 2: ABC schematic diagram
strut to the ECU pin 20; pin 17 (plug 1), pin 18,
pin 16 (plug 2).
Level sensors B22/7, B22/10, B22/8, B22/9 detect the
level of the vehicle body using the relevant control
arm pin 2; pin 5 (plug 1), pin 20; pin 42 (plug 2).
Body acceleration sensors B24/3, B24/4, B24/6
measure the vertical acceleration of the vehicle
body. They consist of electronic vibration modules
which send their signals to the ECU via pin 6, pin 8
(plug 2), pin 29 (plug 1). They are required to be
able to record the lifting movements of the body.
440
18 Chassis
Lateral and longitudinal acceleration sensors
B24/12, B24/14 determine the lateral and longitudinal dynamics of the vehicle pin 27, pin 25 (plug 1)
and are required to compensate for rolling and
pitching movements.
Signal acquisition and actuation module SAM activates the ECU via pin 23 (plug 2) via the remote
control, door contact switch or luggage compartment lighting. The ECU checks the vehicle level in
order to lower it to the preselected level if necessary.
ABC ECU N51/2 compares stored and preselected
program maps (sport/comfort) in order to control
the actuators using incoming sensor signals and
information that is transmitted from other systems
via the CAN bus.
Cornering. When the vehicle is corning, the lateralacceleration sensor B24/12 registers centrifugal
forces. The relevant signal is transferred to the
ECU via pin 27 plug 1. The ECU uses the speed of
the front right and front left wheels from the CAN C
to determine whether it is a left-hand or right-hand
bend. If it is a left-hand bend, the ECU N51/2 actuates control valves y3 via pin 3, pin 27 (plug 2) and
pin 28, pin 13 (plug 1), so that the plunger moves
out and the side of the vehicle on the outside of
the bend is raised. At the same time, the control
valves y1 are switched via pin 1, pin 25 (plug 2) and
pin 30, pin 15 (plug 1) so that the load on the
plunger on the side of the vehicle on the inside of
the bend is relieved. The side of the vehicle on the
inside of the bend is lowered. The level sensors
B22/22/7 ... 22/10 are used to compare the actual
level with the target level.
Acceleration. When the vehicle accelerates, the
longitudinal-acceleration sensor B24/14 registers
acceleration forces on the longitudinal axis of the
vehicle. The signal is transferred to the ECU at
pin 25 plug 1 which actuates the control valves so
that the vehicle body sinks at the front axle and is
raised at the rear axle.
Braking. When the vehicle brakes, the ECU receives information that a braking procedure has
been commenced from the closed brake-light
switch via the CAN C. The longitudinal-acceleration
sensor supplies the ECU with information about
the deceleration rate via pin 25 plug 1. The ECU actuates the control valves so that the vehicle body
is raised at the front axle and lowered at the rear
axle.
Control procedures
Vertical vibrations. If the vehicle vibrates in the direction of the vertical axis due to an uneven road
surface, these movements are transferred to the
ECU from the body acceleration sensors B24/3,
B24/4, B24/6 via pin 6, pin 8 (plug 2) and pin 29
(plug 1). The level sensors B22/7, B22/8, B22/9
pin 42, B22/10 report the amplitude via pin 20
plug 2 and pin 2, pin 5 (plug 1). The ECU actuates
the control valves according to the preselected
program map (sport/comfort) so that the body vibrations are damped and evened out.
18
441
18 Chassis
wheel disc or the wheel spider (Fig. 2). The cross
section of the rim may be symmetrical or asymmetrical.
18.9.1 Wheels
Requirements on the wheels
Low weight
Large diameter for large brake discs
High dimensional stability and elasticity
Good heat dissipation properties (frictional heat)
Easy replacement of tyres and wheels in the
event of damage
Structure of the wheel
The wheel consists of the rim and the wheel disc
with a centre hole and bolt holes. Instead of a
wheel disc, there may be a wheel spider, or the rim
may be connected to the hub by steel spokes. The
wheel is secured to the flange of the wheel hub
(Fig. 1), which pivots about the kingpin, with wheel
nuts or wheel bolts. The brake drum or brake disc
is also bolted to the wheel-hub flange. If the bearing is open, a hub cover protects the bearing and
is also the mounting location for the grease reservoir.
a
Bead seat
Kingpin
Hubcap
Brake
disc
Rim flange
Rim well
Valve
hole
D = Rim diameter
Wheel
bolt
Wheel
hub
a = Rim width
McPherson
suspension
strut
Flat hump
Rim well
Drive shaft
Control
arm
Lower supporting joint
Steering knuckle
Disc wheel
Rims
There are rims which are fixed to the wheel disc
and those which can be removed. We also make a
distinction between single-piece rims (drop-centre
rims) and multi-piece rims, which are used on
commercial vehicles (see Chapter Commercial vehicle technology).
Drop-centre rims. Single-piece drop-centre rims
are used almost exclusively on passenger vehicles. They are a single-piece cast or forged out of
light alloy and are riveted, welded or bolted to the
6 1/2 J x 15 H RO 35
18
442
18 Chassis
Other rim designations:
H2 Hump on both sides
FH Flat hump on the outer bead seat
FH2 Flat hump on both sides
CH Combination hump:
Flat hump on the outer bead seat and hump
on the inner bead seat
EH Extended hump
SDC Semi-drop-centre rim
TD Special rim with reduced a reduced flange
height to improve the ride comfort of the
tyre. A groove in the bead seat accommodates the tyre bead so that the bead cannot
jump out if the tyre is depressurised. The rim
width and diameter are given in mm.
Offset
This is the measurement from the centre of the
rim to the inner contact face (wheel-mounting
plane) of the disc wheel (Fig. 1).
Selecting a wheel with a different rim offset may
change the track width.
Note about changing the rim: If the track width
changes, other geometrical dimensions, such as
the kingpin offset and camber, will also change.
Positive offset. The inner contact face is moved to
the outer section of the wheel in relation to the
centre of the rim.
Negative offset. The inner contact face is moved to
the inner section of the wheel. Using rims with a
negative offset increases the track width of a motor vehicle.
Protector
Bracing layer
Airtight
rubber layer
RO
RO
18.9.2 Tyres
Carcass
Bead core
Inner
contact
face
18
Positive offset
Inner
contact
face
Negative offset
Hump
Side wall
Bead
Rim flange
Bead seat
Valve
Types of wheels
Disc wheels are pressed out of steel sheet or cast
or forged out of light alloy, e.g. GK-AlSi 10 Mg.
Benefits of wheels made from light alloy:
Low weight (small unsprung mass)
More effective brake ventilation and heat dissipation
Lightweight wheels made from newly developed
steels, e.g. DP 600 or HR 60, can have thinner walls
and have become up to 40 % lighter compared to
previous steel wheels made from RSt 37.
Carcass. This is constructed of rubberised cord fibres made from nylon, rayon, steel, polyester or
aramid. The fibres are laid on top of each other in
layers, either radially at right angles to the direction of travel or diagonally in a point towards
the running direction. The fibres are wound around
two steel rings (bead cores) and are fixed in place
by vulcanisation.
Protector. This consists of several layers of fabric
and rubber cushions. It damps impacts and protects the carcass.
443
18 Chassis
Bracing layer.This consists of several layers of steel
wires, textile fibres or aramid fibres embedded in
rubber. The bracing layer lies over the carcass and
is made in such a way that the wires or fibres cross.
In high-speed tyres, the bracing layer may be folded (Fig. 1 ), thereby increasing the stability.
Folded aramid bracing layer
Aspect ratio. In order to distinguish between different tyre types, e.g. balloon tyres and low-crosssection tyres, the ratio of the tyre height H to tyre
width W is established. This is given as a percentage in tyre designations.
On modern tyres, the width is greater than the
height. If the height of the tyre is 80 % of the width,
for example, the ratio height to width = 0.8 : 1. As
the percentage is used in the tyre designation,
these would be known as 80s tyres.
Load
rstat
Bead core
Airtight
rubber layer
Bead wrapping
18
Carcass,
2-ply rayon
Bead apex
However, these numerical values do not correspond to the actual dimensions of the tyre. Exact
values must therefore be taken from the standard
table. All measurements apply to tyres that are inflated to the standard pressure and unladen
(Fig. 2).
Compression
444
18 Chassis
Tyre speed category. This classifies tyres for passenger vehicles and motorcycles according to their
maximum permissible speed. Each maximum permissible speed is given a code letter, a selection of
which is shown in Table 1.
Table 1: Speed categories
Maximum
tyre speed
in km/h
Speed
symbol
Maximum
tyre speed
in km/h
Speed
symbol
160
180
190
210
Q
S
T
H
240
270
300
over 240
V
W
Y
ZR
335 / 30 ZR 18 (102 W)
This tyre has a dual designation for the speed. The
part in brackets means that the tyre has a maximum speed of 270 km/h (W) at a load index of 102.
If the vehicle is approved for greater speeds, the
vehicle manufacturer must issue an approval
which sets out the permissible load-bearing capacity and speed.
Note: the tyre load-bearing capacity of these
tyres is reduced by 5 % every 10 km/h above
240 km/h.
91
18
LI
kg
bar
Reinforced
(Extra Load)
LI
kg
bar
135/80 R 13
70
335
2.4
74
375
2.8
185/70 R 14
88
560
2.5
92
630
2.9
195/65 R 15
91
615
2.5
95
690
2.9
205/50 R 16
87
545
2.5
91
615
2.9
Tyre size
Tyre type
We distinguish between balloon tyres, super lowpressure tyres, low-cross-section tyres, super lowcross-section tyres, 70, 60, 50, 40, 35 tyres, etc.,
according to the aspect ratio of the tyres
(Fig. 2). The ratio of tyre height to tyre width varies
between the individual shapes, which results in
different handling characteristics. They vary from
an almost round profile (balloon) to an ever flatter
and wider cross-section. Wider treads and lower
side walls result in better driving safety, which is
very important as the speed increases.
Tyre width
Tyre height
195
65
R1
5
Super lowcross-section
tyre
70s tyre
50s tyre
445
18 Chassis
Balloon tyres (height to width = 0.98 : 1) e.g. 4.50-16,
have good suspension characteristics but poor cornering stability due to the large tyre height.
Super low-pressure tyres (height to width = 0.95 : 1)
e.g. 5.60-15, are distinguished from balloon tyres
by their wider shape and smaller inner diameter
(up to 15").
Low-cross-section tyres (height to width = 0.88 : 1)
e.g. 6.00-14, have a width in 1/2" gradations. They
may also be marked with the letter L (low).
Super low-cross-section tyres (height to width
~ 0.82) e.g. 165 R 13, were manufactured as crossply tyres and, from 1964, as radial-ply tyres (80s
tyres).
70s tyre (height to width = 0.70 : 1) have a height
that is 70 % of the width. This is what gives the
tyres their designation. They have the advantage
of increased road grip and vehicle stability. The
high lateral forces allow greater cornering speeds.
50s tyres (height to width = 0.5 : 1) e.g. 225/50 R 16,
have a height that is only 50 % of the width. The
rim diameter is increased since the rolling circumference of the tyre remains constant, compared to
195/65 R 15 tyres.
Advantages:
Larger and higher performance brake discs with
better ventilation can be fitted.
Not sensitive to lateral deformation as the crosssection is low and flat.
High lateral stability when steering into bends;
occurrence of large lateral forces even at small
wheel-slip angles, allowing high cornering
speeds.
Increased resistance to lateral twisting.
More precise response to steering movements.
Disadvantages:
Poorer aquaplaning characteristics
Lower internal suspension, loss of comfort
Greater steering effort required
Tyre contact patch (tyre contact area,
positive tread)
As the tyre width increases, so does the contact
patch of the tyre on the ground (Fig. 1). A larger
contact area increases the friction force so that the
tyre grip is increased under fast cornering and under braking. Coulomb's law, which states that the
friction force depends only on the normal force
(vertical load) and the friction coefficient, only applies to tyres to a limited extent. When rubber-elastic materials rub against coarse surfaces (roads),
the size of the surfaces rubbing against each other
due to the indentations is significant.
70s tyre
Negative tread. This is made up of lateral, longitudinal and diagonal grooves between the individual
tread bars. If the tyre contact patch is large, the
proportion of negative volume must be increased
in relation to the tyre contact patch to prevent the
tyre aquaplaning due to increased water absorption. The effectiveness of the tyre for winter driving
is also increased by the higher ground pressure.
Air-pumping effect. Deformation of the tyre contact patch while the vehicle is in motion can create
enclosed cavities, depending on the layout of the
negative tread, which can abruptly fill with air and
then empty again. This results in considerable driving noise.
Tyre construction
A distinction is made between crossply tyres and
radial-ply tyres according to the carcass structure.
Crossply tyres. The fabric plies are laid diagonally
on top of each other so that the cord fibres form a
point (cord angle) of 26 to 40 along the direction
of travel (Fig. 2). The smaller the cord angle, the
harder the tyres, the better the lateral stability and
the greater the possible cornering speeds. Crossply tyres are primarily used on motorcycles (see
Chapter Motorcycle technology).
18
38
35
Normal tyre
4
303
"S" tyre
446
18 Chassis
Radial-ply tyres (Figs. 1 and 2). All the cord threads
on the carcass are situated next to each other and
are arranged radially, i.e. at 90 to the direction of
travel. A belt made of several layers of fabric or
steel cord or aramid at an angle of approximately
20 to the direction of travel is fitted between the
carcass and the tread of the tyre, so that the tread
becomes only very slightly deformed when the vehicle moves away. Fig. 1 shows 2 criss-cross steel
cord and 2 circumferential nylon belts at 0. The
nylon bracing layers at 0 enable the tyre to withstand higher speeds.
0 nylon
cover (2-ply)
(0 bracing
layer)
20 steel
bracing
layer
Carcass,
2-ply rayon
Wheel-slip
angle
The side walls of radial-ply tyres compress, the deformation is mainly limited to the flexing zone.
At lower speeds, radial-ply tyres run firmer than
diagonal tyres, thanks to the reinforcement belt. At
greater and higher speeds, the springiness of the
soft carcass comes into play, meaning that the radial-ply tyre operates more quietly than the diagonal tyre. In addition, the bracing layer produces
good lateral stability and thus high lateral forces.
Direction of motion
a
a
Rim plane
Tyre
contact
area
Adhesion
area
FS
FS
2
3
4
Sliding area
18
Negative
tread
Bracing
layers
Side
wall
Inner
rubber
layer
Tread
Positive
tread
Carcass
Flexing zone
Side
wall
zone
Bead zone
Bead core
Bead
447
18 Chassis
When cornering, the wheel load on the outer cornering wheels of an axle is increased, whereas the
wheel load on the inner cornering wheels is decreased. The higher the wheel load becomes, the
greater the build up of lateral force in the tyre.
Strong lateral forces must also be built up in wide
tyres in the event of high wheel loads and lateral
acceleration, thus increasing safety when cornering, whereas with super low-cross-section tyres,
such as 165/80 R 13 tyres, the lateral force is actually decreased (Fig. 1).
7,000
N
6,000
5
195/60 R14
4,000
185/70 R13
1.6
3,000
165/80 R13
Lateral force FS
5,000
2,000
Wheel-slip angle
a = 5
1,000
1,000
3,000
5,000
7,000 N 9,000
Wheel force F
Wheel balancing
The mass of a wheel when turning is never evenly
distributed. In the areas where the mass is greater,
an imbalance appears, in other words, centrifugal
forces develop which increase more, the greater
the mass and the higher the engine speed (Fig. 3).
700
N
600
Tread-groove
base
Tyre tread
Centrifugal force FC
1.6 mm
100g
500
50g
400
300
25g
200
100
0
50
100
Driving speed v
G1 r1 = G2 r2
18
448
18 Chassis
A balancing mass m2 with weight force G2 must be
fixed on the rim opposite the heaviest section of
the wheel. This mass must be large enough to
make the existing torque M2 correspond with the
torque M1. The wheel is then statically balanced
(Fig. 1).
Wheel axis
M1
m1
r1
G2
G1
M2
m2
r2
M1 = M2
G1 r 1 = G 2 r 2
Wheel-mounting plane
FC2
rC2
MC2
m2
m1
rC1 = 0
FC1
MC1 = 0
MC2 = FC2 rC2
18
Attaching a second balance weight m3 to the inside of the rim can cause the existing torque MC3
to balance the torque MC2, the wheel is then dynamically balanced. (Fig. 3). The size and position
of the balance weights m2 and m3 are determined
on balancers.
Wheel axis
FC3
m3
rC3
Inner side
of rim
FC1
MC3 Wheelmounting
plane
Run-flat systems can either aggravate or prevent critical driving situations caused by a sudden air loss in the tyre, particularly at higher
speeds. It is normally possible to reach the closest workshop without having to change the tyre.
Run-flat systems are wheel/tyre systems with
limp-home characteristics.
A distinction can be made between 2 possible applications:
Systems which can be used with conventional
rims.
Systems composed of special rims and corresponding tyres.
The use of compressed-air monitoring systems is
a requirement for both systems. The driver must
know about the pressure loss in the tyre in order to
adjust the speed and continue driving.
FC2
m2
MC2
Normal
tyre
rC2
m1
MC2 = MC3
FC2 rC2 = FC3 rC3
DSST
tyre
449
18 Chassis
Flexible insert
Rim edge
protector
Hump
Mounting groove
Rim
Rim. The rim is very flat and has one small mounting groove in place of the rim well. Rim flanges are
not supplied, both humps are on the outside of the
rim. Rim diameters for large brake discs can be
achieved due to the flat shape of the rim.
Tyre. The tyre has shorter side walls, which increase its rigidity. Lateral forces can cause less deformation to the tyre contact patch, thus improving the road adhesion and reducing the rolling resistance.
The tyre bead is in a groove outside on the humps.
All the forces working on the tyres produce a tensile strength in the carcass, meaning that the bead
is always pressed into the groove (Fig. 2).This vertical anchorage ensures that the bead cannot slip out
of the rim, even when the tyre is at zero pressure.
Tensile strength
in carcass
Outer
hump
Bead core
Inner stop
Compressed-air monitoring systems are designed both to recognise the air loss in the tyre
and also to warn the driver.
The following types of compressed-air monitoring
systems are used in motor vehicles:
Indirect measuring systems
Direct measuring systems
Indirect measuring systems
When pressure is lost, the tyre's rolling circumference, which increases the engine speed in relation
to the other tyres, is reduced. The engine speeds are
determined via the ABS or ESP sensors. However,
the driver is not warned until there is a difference in
air pressure of more than 30 % between the tyres.
Direct measuring systems
The pressure is measured directly by sensors in
the tyre. The following functions are fulfilled:
Continued monitoring of tyre pressure whilst
driving and when the vehicle is stationary.
The driver is given early warning in the event of
a pressure loss, reduced pressure and flat tyre.
Automatic individual wheel recognition and
wheel positioning.
Diagnostic procedure for systems and components in the workshop.
The system is composed of:
1 tyre-pressure sensor per wheel
Antennae for tyre pressure monitoring
Instrument panel with display
ECU for tyre-pressure monitoring
Function-selector switches
Antenna
Tyre-pressure sensor
Tyre width in mm
Outside diameter of the tyre in mm
Radial structure
Average rim seat diameter in mm
Asymmetrical seat
18
Metal valve
450
18 Chassis
18
System messages, top priority (Fig. 1). These messages are intended for when driving safety is no
longer guaranteed. They are displayed to the driver if, for example:
signal threshold 2 is undershot (0.4 bar below
the stored setpoint tyre pressure of 2.3 bar).
signal threshold 3 is undershot (minimum
pressure limit value, 1.7 bar in the diagram).
a pressure loss is greater than 0.2 bar/minute.
System messages, second priority (Fig. 1). They
are displayed to the driver if, for example:
signal threshold 1 is undershot (0.2 bar below
the stored setpoint tyre pressure of 2.3 bar).
the difference in pressure on the wheels of
one axle is 0.4 bar.
the system is switched off or has a fault.
bar
2
Compression
1
ACTUAL
5
tyre pressure
8
Time
10
2.3 bar
2.1 bar
1.9 bar
1.7 bar
12
14
REVIEW QUESTIONS
1
451
18 Chassis
18.10 Brakes
Brakes are used in a vehicle for deceleration, for
bringing the motor vehicle to a halt and for securing it against rolling away. When a vehicle is
braked, the kinetic energy is converted into heat.
Structure
Muscular energy
Energy
supply
Hydraulic energy
Pneumatic energy
Brake systems
Service brake system. This system enables the
speed to be reduced, if necessary, until the vehicle
is stationary. The vehicle must stay firmly in lane
during this process. The service brake is operated
continuously with the foot (foot brake) and impacts on all the wheels.
Control
equipment
Transmission
equipment
Parking brake
Service
brake
18
Brakingforce
control,
e.g. ABS
Wheel
brake
Front brakes
Rear brakes
452
18 Chassis
The legal requirements for brakes on motor vehicles are set out in the German National Road Traffic
Licensing Regulations (StVZO), in EC directives
and the ECE regulations.
( 29 StVZO)
Owners of vehicles and trailers must establish
within specified intervals and at their own cost
whether the motor vehicles comply with the regulations. A distinction can be made here between:
M1
M2
M2
N1
N2
N3
18
Continuous braking action (Directive on Approximation of European Community Laws RREG 71/320 EC)
Motor vehicles from class M3 with a permissible
total weight from 5.5 t (except for city buses) and
vehicles from class N2.3 with a permissible total
weight of more than 9 t must have a continuous
braking action (continuous brake) for long downhill gradients. The braking action must be designed
such that it limits a fully-laden vehicle that is being
driven on a gradient of 7 % for a distance of 6 km
to a speed of 30 km/h.
Stop lamps ( 53 StVZO)
The service-brake operation must be made visible
by two red stop lamps to the rear on class L (vmax >
50 km/h), M, N and O motor vehicles. Since 18. 3. 93
class M1 vehicles have been allowed to have a third
stop lamp in the centre at the rear. This third stop
lamp is a legal requirement on all vehicles whose
first registration was after 1. 1. 2000.
General inspections GI: to check the vehicle's roadworthiness in accordance with 29 StVZO (appendix VIII).
Safety inspections SI: the chassis and suspension
components are subjected to a comprehensive visual, operation and function check (e.g. brakes,
steering, tyres).
Table 2:Type and time interval of inspections
(extracts)
Class of vehicle
24
24 (36)
12
12
12
12
6
3
N1
N2, N3
24
12
24 (36)
24
12
12
M1
M1 Passenger transportation
(e.g. taxi, hire car)
O to 750 kg
O > 750 kg to 3.5 t
O > 3.5 t to 10 t
O > 10 t
Values in ( ) are those for the initial inspection after the vehicle
was first registered.
Service
Parking
brake system brake system
M1 Passenger car
50
16
50
16
50
16
45
16
453
18 Chassis
Assisted braking (power-assisted brake). In addition
to muscular-energy braking, the braking force is also
enhanced by other energy sources (vacuum pressure,
hydraulic-accumulator pressure, compressed air)
Externally-powered brake (compressed-air brake).
The driver controls the braking force. The braking energy (compressed air) is not generated by the driver.
Overrun brake. When the tractor vehicle is braked,
the trailer comes closer due to its inactive state
(overrun). The braking energy is generated on the
trailer wheel brake via the towbars.
18.10.1 Braking
Braking duration
During braking, the braking action does not
take effect until an obstacle has been recognised. The total duration (stopping time tA) of a
braking procedure is determined by the reaction time tR and the braking time t (Fig. 1).
70
III
30
II
20
I
0
t An
tR
tSw
tA
Time t
I : Detection of danger
II : Start of braking by driver
III : Start of braking action
3
t
tv
10
m
s2
7
6
5
4
3
2
1
0
Braking deceleration a
40
sH
IV
50
sR
Distance driven s
Braking distance
The braking distance is dependent on the driving speed. Under normal conditions, doubling
the speed will increase the braking distance by
four times.
Further factors which influence the braking distance are:
Road conditions, e.g. dry, wet, icy
Tyre condition, e.g. tread depth, tyre pressure
The condition of the brakes, e.g. worn, stiff,
damaged, corroded
The condition of the brake pads, e.g. wet, glazed
over, oily
The brake type, e.g. drum or disc brake, compressed-air brake, SBC
The weight of the vehicle, weight distribution,
e.g. when towing a trailer
The condition of the shock absorbers
10
FA
Brake shoe
Brake circuit 2
Brake pedal
Drum brake RA
(Simplex)
Disc brake
Fig. 1: Braking
Reaction time tR.This is the time needed by the driver between recognising a hazard and operating
the brake pedal (reaction). The reaction time depends very much on the physical and mental condition of the driver. It can be lengthened signifi-
Wheel-brake
cylinder
Tandem
master cylinder
Brake circuit 1 Brakepressure
Brake
reducer
cylinder
Brake disc
Brake calliper
Return spring
Brake drum
18
454
18 Chassis
Wheel brakes. Normally, all wheels have disc brakes,
older and smaller vehicles have drum brakes on the
rear wheels. For reasons of safety, a dual-circuit
brake system with tandem master cylinder is a requirement. If a brake circuit fails, it is still possible to
brake the vehicle using the other brake circuit.
Operating principle
The operating principle of the hydraulic brake is
based on Pascal's law:
Remark
Use
II
(TT)
4 s
Master cylinder
F1 = 1,000 N 1,000 N
18
HI
(HT)
1
LL
The hydraulic power transmission normally involves a transmission of force (Fig. 1).
The forces interact like the plunger surfaces, in other
words, the strongest force is created on the largest
surface. The plunger travels, on the other hand, behave in the opposite way to the forces. So, an actuating force of 1,000 N with a plunger travel of 8 mm
on the master cylinder on the four wheel-brake
cylinders, for example, produces a total force of
4,000 N and a corresponding plunger travel of 2 mm.
HH
1
Diagonal configuration.
Each circuit drives one
front wheel and the rear
wheel diagonally opposite. All-wheel drive and
front drive with ABS and
negative kingpin offset.
One brake circuit drives
the front and rear axle, the
other drives the front axle
only. Seldom used. (4-2)
Each brake circuit drives
the front axle and one
rear wheel (triangle).
Seldom used.
Each brake circuit drives
the front and rear axle.
Seldom used.
Structure
The tandem master cylinder (Fig. 1, Page 455) contains two plungers arranged one behind the other the push-rod plunger and the intermediate plunger,
which is stored in fluid. The plungers form two separate pressure chambers in one housing. Both
plungers are designed as double plungers, meaning
that there is a ring-shaped castor chamber between
the front and rear sealing section of each plunger.
This chamber is always filled with brake fluid via the
snifter bore. The primary cup seal is located at the
front of each plunger and seals the pressure chamber.
455
18 Chassis
Contact plate
Expansion
tank
Float
Primary
cup seal
Balancing
port
Cylinder
housing
Snifter
bore
Plunger
spring
Intermediate
plunger
Push-rod
plunger
Circ. 1
Plastic
bushing
Circ. 2
Central
valve
Valve pin
Stop pin
Separating
cup seal
Plunger
spring
Secondary
cup seal
Primary cup seal
Central
valve
Valve spring
Valve seal
Stop pin
Plunger spring
Operating principle
Rest position. The plunger springs press the
plungers against their stop. The primary cup seal
on the push-rod plunger releases the balancing
port and the intermediate plunger is placed at the
front of the stop pin. This means that the central
valve (Fig. 2) is opened by the valve pin which fits
into it and assumes the function of the balancing
port. Both pressure chambers are now linked to
the expansion tank. The volume of the brake fluid
can be balanced during a temperature change, for
example.
If the balancing port is closed because the pushrod plunger is in the wrong rest position or due to
contamination, it will not be possible to balance
the brake fluid. The fluid expands due to heat,
which then increases or automatically triggers the
braking action.
Brake actuation. When the vehicle is braked, the primary cup seal (Fig. 3) on the push-rod plunger travels over the balancing port and seals the pressure
chamber. The filler shim thus prevents the balancing
port from pressing in to the filler bores and from becoming damaged. The intermediate plunger is now
somewhat displaced by the brake fluid. The stop pin
releases the valve pin and the central valve is
closed. Pressure builds up in both brake circuits.
Advantages of the central valve
The primary cup seal has a longer service life
because the sealing lip cannot be damaged by
the balancing port.
In ABS systems, the primary cup seal would be
pressed into the balancing port by pressurepeak reverse movements in an ABS control system and would thus be damaged.
Primary
cup seal
Snifter bore
Balancing port
Support ring
Filler shim
Snifter bore
Filler bore
18
456
18 Chassis
Failure of circuit 1 (Fig. 1)
The push-rod plunger is pushed up to the stop on
the intermediate plunger. The actuating force now
acts directly on the plunger for intact circuit 2,
where it generates braking pressure.
Failure of circuit 2 (Fig. 1)
The intermediate plunger is pushed forwards by
the fluid pressure in circuit 1 until it meets the
stop. It seals the intact circuit 1 to the non-tight circuit 2. The pressure now builds up in circuit 1.
Circ. 2
Circ. 2
Circ. 1
Brake position,
circuit 1 leaking
Circ. 1
Brake position,
circuit 2 leaking
18
Stop pin
Intermediate
plunger
Intermediate-plunger spring
Connecting screw
Stop sleeve
Brake drum
Return
springs
Holding
spring
Intermediate Valve
pin
plunger
Longitudinal
Primary
slot in plunger cup seal
Wheel-brake
cylinder
Expander lever
Plastic
bushing
457
18 Chassis
Features:
Self-reinforcement
Dirt-proof design
Parking brake easier to use
Long idle time of brake pads
Pad replacement and maintenance is costly and
time-consuming
Poor heat dissipation
Tendency towards fading
Designs
According to the actuation methods and brake-shoe
supports, it is possible to distinguish between:
Simplex brakes
Duo-servo brakes
Simplex brake (Fig. 2). This brake has one overrun and
one trailing brake shoe. To tension the brake shoes, a
double-acting wheel-brake cylinder, brake shoe expander, S cam, expanding wedge or expander lever
can be used. Each brake shoe has a fixed pivot or fulcrum point, such as a support bearing.
Simplex brakes have the same effect when driving
forwards as they do when reversing but have only
reduced self-reinforcement (Fig. 1). The pad wear
on the overrun brake shoe is greater. A parking
brake is easy to use.
Duo-servo brake (Fig. 3). The self-reinforcement of
the overrun brake shoe is used to press down the
second overrun brake shoe. The support bearing is
floating.The support is provided by the double-acting wheel-brake cylinder. The braking action is the
same when driving forwards or reversing. It is often used as a parking brake in cup washers (Fig. 6).
A control-cable-actuated brake-shoe expander is
then used in place of a wheel-brake cylinder.
Self-reinforcement (Fig. 4). The friction creates
torque which pulls the overrun brake shoe into
the drum and strengthens the braking effect.
This reinforcement is expressed by the brake
coefficient C (Fig. 1). The pressing force on the
trailing brake shoe is then reduced.
Fading. This is an abatement of the braking effect caused by overheating, e.g. during long
braking. The friction coefficient in the pad decreases at high temperatures or high sliding
speeds. The brake drum can also become deformed to a conical shape, because the heat
supply to the wheel hub is more efficiently carried off. The brake area then becomes smaller.
Fixed
Double-acting
support
wheel-brake cylinder bearing
Overrun
brake
shoe
Return
spring
Readjustment
caps
M
Direction
of brake-drum
rotation
Trailing
brake
shoe
Control
cable
Fig. 4: Self-reinforcement
of the drum brake
Tensioning lever
Clamping fixtures
These are intended to tension or expand the brake
shoes and press them onto the brake drum.
Wheel-brake cylinders are normally used with hydraulic brakes (Fig. 1, Page 458). With mechanically
operated parking brakes, a tensioning lever (Fig. 5)
or a brake-shoe expander (Fig. 6) is used.
Backplate
Expander
18
5
Brake coefficient C
Duo-servo
brake
Simplex
brake
Expander
3
2
1
0
Brake lining
Disc brake
0.2
0.4
Friction coefficient
0.6
Brake cable
Backplate
458
18 Chassis
Wheel-brake cylinder
In the double-acting wheel-brake cylinder (Fig. 1),
the pressure generated in the master cylinder acts
on the plungers and generates an application
force. The plungers are sealed by rubber sleeves.
Dust caps prevent dirt from entering. On the back
of the wheel-brake cylinder are threaded bore
holes which fasten it to the brake anchor plate and
the brake line connection. A bleeder valve is
screwed in at the highest point.
Pressure
element
Plunger
Dust cap
REVIEW QUESTIONS
1
Which types of brake systems can be distinguished according to their method of use?
18
Brake shoes maintain their rigidity due to a T-section and are cast from a light metal alloy or welded
from pressed steel. At one end they have a bearing
surface for the mostly slotted pressure pins on the
wheel-brake cylinder. A bolt is fitted at the other
end, or the end of the shoe is flush with the fixed
support bearing. The shoes can therefore be centred in the drum. They fit better and the pad wear is
more even.
Adjusting components
The clearance between the brake pad and the
brake drum is increased by the brake pad wear.
This also increases the pedal idle travel. The brakes
must therefore be adjusted on a regular basis, either by hand or using an automatic adjusting component.
Floating calliper
Brake fluid
Plunger
Brake disc
Brake anchor
plate
Fixed-calliper brake
Plunger
Bracket
Floating-calliper brake
Features:
No self-reinforcement due to the even brake areas. This requires greater downforces and therefore brake cylinders whose diameters (40 mm to
50 mm) are larger than the diameters of the
wheel-brake cylinders in the drum brake and additional brake boosters are required.
Good metering of the braking force, because the
absence of self-reinforcement and the minor
changes in friction coefficient ensure that hardly
any fluctuations occur in the braking.
Efficient cooling.
Low tendency towards fading.
Higher brake-pad wear due to the high downforces.
459
18 Chassis
Easy maintenance and pad replacement.
Automatic adjustment of clearance.
More heat generated by the brake fluid, because
the pads fit tightly on the brake plungers. Danger of vapour bubbles.
Good automatic cleaning due to centrifugal force.
Tendency of vapour-bubble formation because
the brake plungers fit tightly against the brake
pad.
The parking brake requires great effort.
Designs
Plunger
Locking pin
Protective cap
Sealing
ring
Brake lining
Expander
spring
(cruciform
spring)
Brake position
Release position
Plunger
Backplate
2-cylinder
Internal ventilation
Fixed
calliper
Expander
spring
Plunger
Brake disc
with holes
18
460
18 Chassis
Bracket. The bracket is fixed to the wheel suspension.
The housing is fitted within the bracket. Floating-calliper disc brakes with various guides are used, such as:
Guide teeth
Guide pins
Guide pins and guide teeth combined
Guide pins with retractable floating calliper
Brake pads
Housing
Locking pin
Bracket
Brake lining
Cover plate
Expander spring
Bracket
Bracket with
guide teeth
Housing
Housing
(calliper)
Fastening screw
Expander spring
Guide pin
Locking pin
Brake pads
18
461
18 Chassis
Electric contacts can be incorporated into disc
brake pads for a wear indicator.
Requirements of the friction lining:
Very stable at high temperatures, considerable
mechanical strength and long operating life.
Constantly high coefficient of friction even at
high temperatures and sliding speeds.
Not sensitive to water and dirt.
No glazing at high thermal load, good heat conduction.
Leak tests (Fig.1). A pressure-tester tool and a pedal holder are required. Before the tests, the brake
system and the pressure tester tool filled with
brake fluid must be bled.
Low-pressure test. The low/high-pressure manometer combination of the pressure-tester tool is
connected to the bleeder valve on a wheel brake
and the pedal holder used to apply a pressure of
between 2 bar and 5 bar. This pressure should be
maintained for 5 minutes. The entire system
should be left untouched for this time. If the pressure falls, there is a leak.
Combination
pressuretester tool
Front brake
circuit
Filler and
bleeder
apparatus
Bleeder
bottle
Filling pressure
Safety valve
Operating pressure
Pressure
regulator
Filler hose
Brake
cylinder
Shutoff
cock
Wheel-brake
cylinder
Tandem
master cylinder
Rear brake
circuit
18
462
18 Chassis
Brake test
The brake tests are mainly carried out on brake dynamometers.
The following are measured for each wheel:
Braking force
Rolling resistance
Fluctuation of the braking force, e.g. in the case
of an out-of-round drum
Occurrence of incipient lock
Dynamic brake analyser (Fig. 1). This has two identical sets of rollers so that the brakes for both
wheels on an axle can be tested at the same time.
These each drive one braked wheel during the test.
The drive rollers on one side are driven together.
The third roller is a sensor roller. It automatically
WORKSHOP NOTES
Check the fluid level in the expansion tank
during each check. On disc brakes, the sunken
fluid level can be a sign of considerable lining
wear.
The thickness of the drum brake linings can be
checked using inspection holes.
18
activates the dynamometer and the locking protection. The braking force (peripheral force) of every
wheel is measured.
The braking factor z is mainly determined as a percentage (see Page 452).The brake-force differential
(for the service brake system) of an axle must not
be greater than 25 %. Special test instructions
must be observed for motor vehicles with permanent all-wheel drive and variable engine torque
distribution.
Renew the brake fluid in accordance with
company regulations, e.g. yearly.
Do not use drained brake fluid; store it in
marked containers and have it disposed of by
a disposal or reprocessing company.
Keep greases and oils away from the brake
components.
Only use the specified brake fluid to refill.
Only use brake cleaner, possibly alcohol
(methylated spirits) for cleaning.
463
18 Chassis
For diesel engines, the pressure difference is generated by a vacuum pump driven by the engine.
Vacuum
Plunger return spring
connection
Roller diaphragm
Working plunger
Vacuum valve (open)
To nonreturn
valve
Plunger
rod
Push rod
Brake
pedal
Reaction
shim
Filter
Vacuum pressure
Valve
plunger
Vacuum
chamber
Air pressure
Compression spring
Outside air valve (closed)
Poppet valve
Working-pressure chamber
Rest position
Vacuum pressure
Air pressure
18
Operating principle
Release position (Fig. 1). The outside air valve is
closed, the working chamber is connected via the
open vacuum valve to the vacuum chamber. Both
sides of the working plunger have the same pressure of approximately pabs = 0.2 bar.
Partially braked position (Fig. 2). During braking,
the push rod is moved forwards and the vacuum
Vacuum pressure
Air pressure
464
18 Chassis
Supply reservoir
Hydraulic
booster
Oil-flow
controller
Partially braked
position
Inlet valve
Outlet
valve
Working
plunger
Filter
Ventilation
High-pressure
oil pump
Power-steering gear
Operating principle
The high-pressure oil pump delivers oil to the hydraulic accumulator. The oil compresses the nitrogen inside it using a diaphragm and charges the
accumulator with a pressure of up to 150 bar. The
brake booster and the hydraulic-accumulator pressure-oil chamber are connected via an electric line.
Brake position. By applying the brake, the control
plunger (Fig. 2) of the brake booster is moved. It
closes the return passage and opens the inlet passage. The working chamber is supplied with pressure oil and assists the working plunger. The moving working plunger closes the inlet passage thus
enabling a variable boost depending on the pedal
force.
Release position. When the pedal force is released,
the control plunger closes the inlet passage and
opens the return passage. The hydraulic fluid can
flow back to the supply reservoir. The resetting
spring pushes the working plunger into its original
position. If the engine fails, there is still pressure
oil for approximately 10 brake applications.
Release
position
To supply
reservoir
From
Return Inlet
hydraulic
accumulator passage passage
Working
chamber
Push rod
To master cylinder
Working plunger
Valve tappet
Working
chamber
e.g. 3 bar
18
Air pressure
Control plunger
465
18 Chassis
Pressure characteristic in the brake system without braking-pressure control. The blue line shows
the routing of the braking pressures during actual
braking. The same braking pressure is exerted on
the front and rear axles until the changeover point
(e.g. 40 bar). After the changeover point, further increase of braking pressure on the rear axle is reduced. The rear axle is prevented from locking.
Optimum braking is when the braking pressure on
the rear axle increases further at the start of braking than it does on the front axle. This is shown in
Fig. 1 for a laden and an unladen vehicle. When the
vehicle is laden, the wheel contact forces are
greater and therefore enable stronger braking
forces, generated by the higher braking pressures
in the wheel brake cylinders.
Brake cables.These are steel cables which are routed over rollers in pipes or flexible metal hoses
(Bowden cables). To reduce friction and protect
against icing and corrosion, these are coated with
plastic. Tensioning bolts are attached to adjust the
brake cables.
Brake compensator (Fig. 3). This is required so that
the same forces are exerted on the wheels of one
axle.
Compensating lever
Brake cable,
front
Tension
spring
Spring hook
Blow valve
Stepped plunger
MC From master
cylinder
Plunger spring
Braking pressure RA
RA To rear axle
Ideally
loaded
Unreduced
pressure
Changeover
point
oaded
lly unl
Idea
Reduced
pressure
Braking pressure FA
Stepped
plunger
Valve
"open"
MC
RA
To rear axle
Rest position
Changeover point
loaded
d
Id
e
Ring surface
Housing
Braking pressure RA
ly
al
e
ad
lo
Control
range
ded
nloa
lly u
Idea
Changeover point
unloaded
Braking pressure FA
Wheel
Drum brake
Brake cables
Pull
rod with
gaiter seal
Tear-off Compensating
cable
element
Expander
REVIEW QUESTIONS
1 What types of brake booster are used in hydraulic
brakes?
18
466
18 Chassis
Kamm's
friction circle
F Resmax = F N
Greatest
transmissible
peripheral force F U
Greatest
transmissible
lateral force F S
BAS (Brake Assistant), detects emergency situations and brings about shorter braking distances.
SBC (Sensotronic Brake control), reduces braking distances and increases the directional stability when braking in bends.
TCS or ASC (Acceleration Skid Control), ELSD (Electronic Limited-Slip Differential), prevents wheel
spinning when pulling away and accelerating.
VDC (Vehicle Dynamics Controller such as ESP
or DSC), prevents the vehicle from skidding.
Every vehicle movement or change in movement
can only be achieved by forces on the wheels.
These are:
Peripheral force as motive or braking force. This
acts on the longitudinal direction of the tyre.
Lateral force, e.g. caused by steering or external
interferences such as crosswind.
Normal force caused by vehicle weight. This acts
at right angles to the road surface.
The strength of these forces depends on the road
surface, tyre condition/type and weather influences.
18
FA, B = H FN
FN
Motive force,
braking force
Normal force
Coefficient of friction
Greatest transmissible
force on tyre F Res
Normal force F N
(tyre load)
Braked
wheel
Tyre
circumference
467
18 Chassis
Stable
Lateral force
35
50
Slip
Unstable
Motive or brakin
g force
0 8
100
Structure
An ABS consists of the following components:
Wheel sensors with pulse rings
ECU
Hydraulic modulator with solenoid valves
The solenoid valves are selected by the ECU in
three control phases; pressure build-up, pressure
holding and pressure reduction. They prevent the
wheels from locking.
Individual Control (IC). The greatest possible braking pressure for each wheel is adjusted here. This
means that the braking force is at its maximum.
Because the wheels of an axle can be braked with
varying forces, e.g. due to a road surface that is icy
on one side, there is vehicle torque on the vertical
axis (yaw moment).
Select-Low Control (SLC). With SLC, the wheel determines the common braking pressure of an axle with
the low road-surface adhesion. The yaw moment
when braking on road surfaces with varying roadsurface adhesion is lower, because the braking forces
on the rear wheels are approximately the same.
The front wheels are generally controlled individually and the rear wheels are often controlled according to the Select-Low principle.
Operating principle
The brakes are mainly applied when there is low
slip. The ABS does not therefore take effect. The
ABS closed-loop control circuit (Table 1, Page 468)
is only activated and wheel locking prevented during sharp braking and when there is significant
slip. The ABS control range lies between 8 % ... 35 %
slip. Below approximately 6 km/h, ABS is generally
deactivated so that the vehicle comes to a stop.
There is a toothed pulse ring around each wheel
which creates alternating voltage by induction in a
speed sensor. The frequency of the alternating
voltage is a measurement for the wheel speed. The
ECU can therefore determine the acceleration or
deceleration for each wheel.
18
468
18 Chassis
Table 1: ABS closed-loop control circuit
Brake
calliper
Solenoid valve
Brake
cylinder
Control parameter
Pulse ring
Reference Master
parameter cylinder
Closed-loop
ECU
control
parameter Control Check
Monitor
Compute Warn
Tyre
Closed-loop
control path
Sensor
Controller
Road surface
(interference factor)
Closed-loop
control path
Friction pairing of tyres and road surface, wheel contact force (wheel load)
Interference
factor
Controller
Closed-loop
control
parameter
Reference
parameter
Control
parameter
18
Pressure reduction. If the slip and therefore the incipient lock continue to increase, the switch to pressure
reduction is made. A connection from the wheelbrake cylinder via the return pump to the master
cylinder is therefore made. The slip is reduced. If the
slip falls below a particular threshold, then the ECU
switches the solenoid valve back to the pressure
build-up. The control cycle is repeated (4 10 times
per second) as long as the brake is applied.
ECU
Final drive
Hydraulic
modulator
Warning lamp
Brake pedal
Sensor
Brake disc
Pulse ring
Tandem master cylinder
ABS electronics
ABS hydraulics
Coil
Pulse ring
Winding
Sensor
M
Brake system
Electric motor
Return pump
Solenoid valve
Pulse ring
Pressure build-up
Pressure
accumulator
469
18 Chassis
FR
Tandem
master cylinder
Expansion
tank
Vacuum
brake
booster
Brake
circuit 1
Non-return valve
IV
IV
OV
IV
Supply
reservoir
Vacuum
brake
booster
Brake circuit 2
OV
Electr. motor
RR
Brake
pedal
IV
RR
Hydraulic pump
OV
Brake
pedal
OV
IV
Pedal-travel sensor
Damper
18
ABS tandem
master cylinder
IV
Return
pump
Accumulator
OV
FL
FL
Non-return valve
RL
RL
470
18 Chassis
pansion tank. The pedal-travel sensor reports the
position of the brake pedal to the ECU.
Hydraulic unit. As the engine-pump unit, it includes a dual circuit electrically-driven hydraulic
pump and the valve block. This has two 2/2 solenoid valves for each closed-loop control circuit. An
inlet valve (IV) and an outlet valve (OV) with a parallel selected non-return valve.
WORKSHOP NOTES
This can be carried out using a voltage or resistance measuring device, a test diode or special
test equipment.
Before disconnecting the ECU, the ignition
must be switched off.
1. Inspection. Power supply ECU:
Ignition on; between pin 1 and earth,
U > 10 V.
2. Valve relay function:
Pin 27 at earth, ignition on; senses the
switching of the relay, or between pin 32 and
earth, U > 10 V.
Electric circuit control winding: ignition off,
resistance measuring device between pin 1
and 27, R 80 .
3. Speed sensor VR resistance:
Ignition off between pin 11 and 21,
R = 750 1.6 k.
Function: turn wheel, between pin 11 and 21
e.g. at 1 rotation of wheel/second U > 30 mV
alternating voltage.
4. Motor relay function:
Ignition on, pin 28 at earth, senses the tripping function, or between pin 14 and earth,
U > 10 V, return pump runs (noise).
30
15
18
14 28
Plug-in connection
ECU
25
27 29 32 36 2 38 18 37 35 39 19 10 5
4 11 21 7
3 24 25
15
Protected
Warning lamp
Brake-light switch
30 15
2 1 6 5 4 3 8 7
87
30 85
86 87
X2
X3
X4
X5
87 86 85 L1
FL
RL
FR
RR
Solenoid valves
Electronic
Motor relay
protection M
Electr. motor (return pump)
relay
31
1
Valve
relay
Hydraulic modulator
G1
D+/61
FL
FR
RL
RR
Plug-in
Speed
connections to ECU sensor
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
471
18 Chassis
REVIEW QUESTIONS
1
Name and explain the terms of the ABS closedloop control circuit.
Diaphragm disc
The TCS system prevents the drive wheels spinning when pulling away and accelerating.
Solenoid
This stabilises the vehicle in the longitudinal direction, the cornering stability is maintained and the
vehicle is prevented from breaking away at the
powered axle.
To
brake master
cylinder
Solenoid coil
Release switch
Working
chamber
ECU
Vacuum chamber
Operating principle
The movement of the pedal causes a change in resistance in the pedal sensor. This is reported to the
BAS ECU. If the ECU detects that the pedal is suddenly applied, for example during panic braking,
then the solenoid is activated. This vents the working chamber of the brake booster to create the full
force of the booster. The result is emergency braking. The ABS prevents the wheels from locking. The
solenoid is only switched off via the release switch
once the brake is released and the brake pedal has
returned to its initial position.
For data exchange, the BAS ECU is connected via
the CAN bus to the ECUs for other electronic chassis control systems, e.g. ABS, TCS, ESP.
If the ECU detects faults, the brake assistant is
switched off. The failure is displayed with a yellow
warning lamp.
Control
line
Hydraulic
pump P
Delivery
valve
Hydraulic
changeover
valve
Inlet valve
IV
ABS/
ELSD
ECU
18
ABS
outlet
valve
Check
valve CV
Pressurelimiting valve
Speed sensor,
drive wheel, right
Wheel
brake
Induction
ELSD pressure reduction
Advantages
Improvement of traction when pulling away or
accelerating.
472
18 Chassis
Increase of driving safety at high motive forces.
Automatic adjustment of engine torque to the
grip ratios.
Driver information about reaching dynamic limits.
The system works with engine or brake intervention, according to the driving situation. The block diagram Fig. 1 shows the collaboration of engine and
brake intervention for preventing unreliable wheel
slip when pulling away (TCS operation/ELSD operation) or in overrun mode (EDTC operation).
An electro-hydraulic system is used as a starting-off aid. The lock effect is created as a result
of brake intervention on the spinning wheel in
order to achieve better traction.
18
Drive torque
Closed-control loop
ABS
TCS
Electronic accelerator
pedal/EDTC
monitors
controls
controls
Brake intervention
Engine intervention
reduces
Brake intervention
v < 40 km/ h
Intervention in engine
management v > 40 km/h
Maximum
possible traction
Optimal
directional stability
Throttle
valve
M Servo-motor
Setpoint generator
ETC
Accelerator pedal
Electronics
Electronics
ABS
TCS
Hydraulics
ABS
TCS
EDTC
TCS ON/OFF
(snow-chain switch)
Brake unit with
brake-light switch
Pump
FA
Speed
sensor
RA
Pressure accumulator
Brake control circuit
473
18 Chassis
With a networked data bus, the systems control
the brake intervention depending on the wheel
speed, braking pressure, yaw rate, steering angle,
lateral acceleration and defined program maps.
Pressure accumulator
RA circuit
Changeover
valve
Intake
solenoid valve
To FA
circuit
Y5
Pressure
build-up RR
Induction
Pressure
holding
Pressure
reduction
Damper
Y15
P1
M
Pump
Solenoid valve
Steering-wheelangle sensor
2 pressure sensors on
tandem master cylinder
Yaw-rate sensor
Wheel-speed
sensor
GMR
ABS
ESP
V
AB
Engine
management
T
C
S
P
Y11
RL
Y13
RR
Lateral-acceleration
sensor
Y12
Y10
ABS:
+ ABV:
+ TCS:
+ GMR:
= ESP:
Operating principle
The signals from the sensors, e.g. wheel speed,
steering movement and lateral acceleration are
recorded by the ECU as actual values and compared with stored setpoint values. If the actual values deviate from the desired and actual course
(setpoint value), then one wheel is braked specifically so that the vehicle remains stable.
The ESP system decides
which wheel is braked and how sharply.
whether the engine torque is downrated.
Understeer. If the vehicle tends to understeer
when cornering or during a swerve to avoid an obstacle (Fig. 3), then it would be pushed straight
ahead by the front axle. The ESP system controls
uses a presupply pump (Fig. 1, Page 474) to control
the braking pressure of the rear wheel in the inside
of the bend. The yaw moment created as a result
twists the vehicle on the vertical axis and counteracts the understeering.
Oversteer. If the vehicle tends to oversteer (Fig. 3),
then the front wheel on the outside of the bend, for
example, is braked by the system, therefore stabilising the vehicle.
Vehicle
understeers
Vehicle
oversteers
18
474
18 Chassis
Actuating unit
Hydraulic control
unit with SBC ECU
Pressure build-up
If ESP intervenes in the control, P1 draws in the
brake fluid from the supply reservoir and supplies
it to pump P2. This guarantees that the system
quickly builds up braking pressure in the brake circuit even at low temperatures. The return pump P2
works in the same way, increasing the braking
pressure further until the wheel is braked. The
high-pressure switching valve Y1 and the inlet
valve Y2 are therefore opened. The outlet valve Y3
is closed and the switching valve Y4 is blocked.
Pressure holding
In this control phase, the high-pressure switching
valve Y1 and the inlet valve Y2 are closed. The braking pressure remains constant.
Pressure reduction
In this phase, the outlet valve Y3 and the switching
valve Y4 are opened. The brake fluid is returned
through the return pump back to the master cylinder.
Presupply pump
P1
Exhaust
valve
Y3
Master
cylinder
Pressure
build-up
Pressure
reduction
Pressure
holding
Brake pliers
P2
Return pump
Switching
valve
Inlet valve
Y2
Speed sensor
Yaw-angle sensor
Y4
18
18.10.17 Sensotronic Brake Control (SBC)
The Sensotronic Brake Control SBC (or EHB) is
a Brake by Wire system. This means that the
driver's wish to brake is transmitted via an electrical wire. The system incorporates the functions of ABS, TCS, BAS and ESP.
Structure
The SBC system (Fig. 2) essentially consists of the
hydraulic unit with pressure accumulator, actuating unit, ECU and speed and yaw-angle sensors.
Function
Fig. 1, Page 475, shows the structure of the SBC
hydraulics. The driver operates the brake pedal,
therefore generating a braking pressure in both
brake circuits in the master cylinder. The pressure
is recorded by pressure sensor b1.
SBC normal braking
The ECU closes the hydraulic connection to the
front axle by supplying both isolating valves y1,
y2.
475
18 Chassis
Return
line
B37/1
Suction line
S9/1
Hydraulic
pump
2
MC2
Pressure accumulator
MC1
b2
b1
Pressure sensor
Isolating valves
y1
y7
y6
m1
y2
y8
y9
b3
y11
b4
7
FL
5b
Pressure sensor
y10
y12
y13
b5
b6
8
y3
Balance
valve
Media isolator
FR
y4
Balance
valve
RL
5a
Pressure sensor
6b
RR
6a
Return
line
B37/1
Suction line
MC2
S9/1
MC1
Braking
pressure,
emergency
braking =
admission
pressure
b1
y2
y1
Isolating valves
y7
y6
y8
7
b3
FL 5b
y9
8
Balance
valve
y3
Media
isolator
b4
5a FR
REVIEW QUESTIONS
18